U.S. patent number 10,677,347 [Application Number 15/989,517] was granted by the patent office on 2020-06-09 for deceleration control device of vehicle.
This patent grant is currently assigned to MAZDA MOTOR CORPORATION. The grantee listed for this patent is MAZDA MOTOR CORPORATION. Invention is credited to Toshihiro Matsuoka, Daiki Nakata, Yohsuke Takenaga, Norimichi Tanaka, Kouji Tokunaga.
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United States Patent |
10,677,347 |
Matsuoka , et al. |
June 9, 2020 |
Deceleration control device of vehicle
Abstract
A shift lever is configured to take deceleration-requesting
positions through its operation in a specified direction from an
M-range position for a manual mode. A control is configured such
that vehicle's deceleration is larger when an operational quantity
of a one-time operation of the shift lever operated toward the
deceleration-requesting positions B1, B2, B3 is larger. For
example, when the shift lever is operated to the position B1,
one-stage shift down is performed, when the shift lever is operated
to the position B2, two-stage shift down is performed, and when the
shift lever is operated to the position B3, three-stage shift down
is performed.
Inventors: |
Matsuoka; Toshihiro
(Higashihiroshima, JP), Nakata; Daiki
(Higashihiroshima, JP), Tokunaga; Kouji (Hiroshima,
JP), Takenaga; Yohsuke (Hatsukaichi, JP),
Tanaka; Norimichi (Hiroshima, JP) |
Applicant: |
Name |
City |
State |
Country |
Type |
MAZDA MOTOR CORPORATION |
Hiroshima |
N/A |
JP |
|
|
Assignee: |
MAZDA MOTOR CORPORATION
(Hiroshima, JP)
|
Family
ID: |
64662110 |
Appl.
No.: |
15/989,517 |
Filed: |
May 25, 2018 |
Prior Publication Data
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|
|
Document
Identifier |
Publication Date |
|
US 20190003584 A1 |
Jan 3, 2019 |
|
Foreign Application Priority Data
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|
|
|
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Jun 29, 2017 [JP] |
|
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2017-127310 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16H
61/21 (20130101); F16H 59/0204 (20130101); F16H
61/0213 (20130101); B60Y 2200/92 (20130101); B60Y
2300/18125 (20130101); F16H 2059/082 (20130101); F16H
2061/0234 (20130101) |
Current International
Class: |
F16H
61/66 (20060101); F16H 61/02 (20060101); F16H
61/21 (20060101); F16H 59/02 (20060101); F16H
59/08 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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0976954 |
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Feb 2000 |
|
EP |
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H06-066369 |
|
Mar 1994 |
|
JP |
|
H09-196155 |
|
Jul 1997 |
|
JP |
|
H09-317872 |
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Dec 1997 |
|
JP |
|
2003-267088 |
|
Sep 2003 |
|
JP |
|
2006-022913 |
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Jan 2006 |
|
JP |
|
2011-133076 |
|
Jul 2011 |
|
JP |
|
2015-152053 |
|
Aug 2015 |
|
JP |
|
Primary Examiner: Lewis; Tisha D
Attorney, Agent or Firm: Studebaker & Brackett PC
Claims
What is claimed is:
1. A deceleration control device of a vehicle which changes
deceleration of the vehicle by changing a drive state of a driving
wheel, comprising: a deceleration changing mechanism to change the
deceleration of the vehicle; a controller to control the
deceleration changing mechanism; a shift lever operable from a
specified position to a deceleration-requesting position, the shift
lever being configured such that an operable range of the shift
lever for changing the deceleration of the vehicle is larger than
an operable range for changing acceleration of the vehicle; and an
operational-quantity detector to detect an operational quantity of
a one-time operation of the shift lever which is operated from the
specified position toward the deceleration-requesting position,
wherein said controller is configured to control said deceleration
changing mechanism such that the deceleration of the vehicle is
larger when the operational quantity detected by said
operational-quantity detector is larger.
2. The deceleration control device of the vehicle of claim 1,
wherein said deceleration changing mechanism is an automatic
transmission which changes the drive state of the driving wheel,
said controller is configured to control a gear ratio of said
automatic transmission, and said gear ratio of the automatic
transmission controlled by the controller is shifted down to a
low-speed side such that the deceleration of the vehicle is larger
when the operational quantity detected by said operational-quantity
detector is larger.
3. The deceleration control device of the vehicle of claim 2,
wherein said automatic transmission is a stepped automatic
transmission having plural shift stages, and said controller is
configured to control said automatic transmission such that the
number of stage of speed change to shift down by the automatic
transmission is more when the operational quantity detected by said
operational-quantity detector is larger.
4. The deceleration control device of the vehicle of claim 3,
wherein the maximum of said number of stage of speed change to
shift down which is controlled by said controller is two.
5. The deceleration control device of the vehicle of claim 3,
wherein the maximum of said number of stage of speed change to
shift down which is controlled by said controller is three of
more.
6. The deceleration control device of the vehicle of claim 1,
wherein said deceleration changing mechanism is a generator which
is driven by an engine of the vehicle and capable of generating
power for regeneration, said controller is configured to control a
regenerative power-generation quantity generated by said generator,
and said regenerative power-generation quantity of the generator
controlled by the controller is increased such that the
deceleration of the vehicle is larger when the operational quantity
detected by said operational-quantity detector is larger.
7. The deceleration control device of the vehicle of claim 1,
wherein said deceleration changing mechanism comprises an automatic
transmission which changes the drive state of the driving wheel and
a generator which is driven by an engine of the vehicle and capable
of generating power for regeneration, said controller is configured
to concurrently control a gear ratio of said automatic transmission
and a regenerative power-generation quantity generated by said
generator, and said gear ratio of the automatic transmission
controlled by the controller is shifted down to a low-speed side
and said regenerative power-generation quantity of the generator
controlled by the controller is increased such that the
deceleration of the vehicle is larger when the operational quantity
detected by said operational-quantity detector is larger.
8. The deceleration control device of the vehicle of claim 7,
further comprising: a first determiner to determine target
deceleration in accordance with the operational quantity detected
by said operational-quantity detector; and a second determiner to
determine the number of stage of speed change to shift down
controlled by the automatic transmission and the regenerative
power-generation quantity generated by the generator such that the
target deceleration determined by said first determiner is
obtained, wherein said controller is configured to perform the
shift-down control of the automatic transmission by the number of
stage of speed change to shift down determined by the second
determiner and control the generator so as to generate the
regenerative power-generation quantity determined by the second
determiner.
9. The deceleration control device of the vehicle of claim 1,
further comprising a shift gate for guiding a move of said shift
lever, wherein said shift gate comprises a main gate portion where
a parking range, a reverse range, a neutral range, and a drive
range are arranged in series from one-end side of the shift gate
toward the other-end side of the shift gate in order, a sub gate
portion where a manual range and said deceleration-requesting
position are arranged in series, and a connecting gate portion
which interconnects a drive-range position of said main gate
portion and a manual-range position of said sub gate portion, said
main gate portion and said sub gate portion are arranged in
parallel on right-and-left sides, and said deceleration-requesting
position is configured to extend from the manual-range position
toward a parking-range position.
10. The deceleration control device of the vehicle of claim 1,
wherein when said shift lever is operated toward said
deceleration-requesting position, the shift lever is configured to
be held at a current position as long as the shift lever is not
operationally returned.
11. The deceleration control device of the vehicle of claim 1,
wherein said operational quantity detected by the
operational-quantity detector includes a stroke of said shift
lever.
Description
BACKGROUND OF THE INVENTION
The present invention relates to a deceleration control device of a
vehicle provided with a shift lever.
In a vehicle, shift down (i.e., move into low gear) is performed at
a transmission to increase vehicle's deceleration in vehicle's
traveling on a down slope or during rapid deceleration, for
example. Japanese Patent Laid-Open Publication No. 9-317872
discloses a technology in which a shift map for engine brake is
adjusted in accordance with the number of times of operation to a
low speed stage (low-speed gear ratio). Japanese Patent Laid-Open
Publication No. 2015-152053 discloses a technology in which an
engine-brake force which is resistance of a power plant is changed
in accordance with the number of times of operation of a shift
lever from a D-range position to a B range which is provided beside
the D-range position.
Further, there exists another technology which is practically
applied to a vehicle provided with a multi-stage (multi-gear ratio)
type of stepped automatic transmission, in which in a state where a
shift lever is positioned at an M range provided beside a D range,
a shift-down command for one-stage (one-gear ratio) shift down is
outputted by operating the shift lever forward, and a shift-up
command for one-stage (one-gear ratio) shift up is outputted by
operating the shift lever rearward.
There exists further another practically-applied technology in
which an S-range position and an L-range position are arranged in
series relative to a D-range position. That is, in a case of a
forward 5-stage (1.sup.st speed-5.sup.th speed of gear ratios)
automatic transmission, for example, while an automatic gear change
is performed among all shift stages of 1.sup.st speed-5.sup.th
speed of gear ratios at the D-range position, the automatic gear
change is performed among 1.sup.st speed-4.sup.th speed of gear
ratios at the S-range position and the automatic gear change is
performed among 1.sup.st speed-3.sup.rd speed of gear ratios at the
L-range position so that the maximum shift stage to be obtained
becomes a lower speed stage compared to a case of the D-range
position.
Moreover, in a vehicle provided with an electric motor as the power
plant in which a gear ratio (a speed ratio) of a transmission is
fixed or there is no transmission, there exists a deceleration
control device in which a shift lever is operable for selecting at
least a D range, an R range, an N range (neutral range), a P range
(parking range), and a B range and an M range which are selected
for obtaining shift-down feeling of the automatic transmission
which is expected when an accelerator is eased off.
The deceleration control using resistance which is caused by a loss
or regeneration of the power plant in a driven state through
above-described shift lever operation preferably reduces burden of
a frictional type of brake device of a normal foot brake,
suppresses wear of the brake device, or prevents vaper lock or fade
phenomenon of the brake device in vehicle's traveling on a steep
down slope.
A conventional device has a problem that the shift-lever operation
for requesting the shift down needs plural times of operation when
a driver conducts two or more stages of shift down for wanting
large deceleration of the vehicle, so that the desired deceleration
may not be obtained easily and promptly. That is, there is a
concern that one-time operation of the shift lever for providing
one-stage shift down may not achieve the desired deceleration. In
this case, the shift down for the two-stage shift down may be
finally required by operating the shift down twice, or the shift
down for the three-stage shift down may be finally required by
operating the shift down three times.
In particular, a recently-used multi-stage type of stepped
automatic transmission adopts a forward many-stage type, such as a
forward 8-stage, 9-stage, or 10-stage type, so that a change amount
in the gear ratio between adjacent shift stages becomes so small
that the one-stage shift down may not create sufficient
deceleration any more.
Further, in the automatic transmission using the S range or the L
range, since the maximum shift stage to be obtained is merely
restricted, there may exist a case where the shift down is not
performed when the shift lever is operated from the D range to the
S range or the L range. That is, when the current shift stage in
the D range corresponds to the shift stage which is lower than the
maximum shift stage to be obtained in the S range or the L range,
no shift down may be performed even if the shift lever is operated
to the S range or the L range.
SUMMARY OF THE INVENTION
In view of the above-described matters, an object of the present
invention is to provide a deceleration control device of a vehicle
provided with a shift lever which can promptly obtain the desired
deceleration through the one-time operation of the shift lever.
The present invention is a deceleration control device of a vehicle
which changes deceleration of the vehicle by changing a drive state
of a driving wheel comprises a deceleration changing mechanism to
change the deceleration of the vehicle, a controller to control the
deceleration changing mechanism, a shift lever operable from a
specified position to a deceleration-requesting position, and an
operational-quantity detector to detect an operational quantity of
a one-time operation of the shift lever which is operated from the
specified position toward the deceleration-requesting position,
wherein the controller is configured to control the deceleration
changing mechanism such that the deceleration of the vehicle is
larger when the operational quantity detected by the
operational-quantity detector is larger.
According to the present invention, since the resistance force to
decelerate the vehicle which is caused by the deceleration changing
mechanism is controlled so as to be larger when the operational
quantity of the one-time operation of the shift lever operated
toward the deceleration-requesting position is larger, the
deceleration desired by a driver can be obtained easily and
promptly over a wide range from the smaller deceleration to the
larger deceleration.
In an embodiment of the present invention, the deceleration
changing mechanism is an automatic transmission which changes the
drive state of the driving wheel, the controller is configured to
control a gear ratio of the automatic transmission, and the gear
ratio of the automatic transmission controlled by the controller is
shifted down to a low-speed side such that the deceleration of the
vehicle is larger when the operational quantity detected by the
operational-quantity detector is larger.
According to this embodiment, the shift down to the shift stage
(gear ratio) to obtain the deceleration desired by the driver can
be performed at one time in the vehicle to which the automatic
transmission is installed.
In another embodiment of the present invention, the automatic
transmission is a stepped automatic transmission having plural
shift stages, and the controller is configured to control the
automatic transmission such that the number of stage of speed
change to shift down by the automatic transmission is more when the
operational quantity detected by the operational-quantity detector
is larger.
According to this embodiment, the shift down to the shift stage
(gear ratio) to obtain the deceleration desired by the driver can
be performed at one time in the vehicle to which the widely-used
stepped automatic transmission having the plural shift stages is
installed.
In another embodiment of the present invention, the maximum of the
number of stage of speed change to shift down which is controlled
by the controller is two.
This embodiment is preferable in the automatic transmission having
the small number of forward-traveling stages in which the change
amount in the gear ratio between the adjacent shift stages is
large.
In another embodiment of the present invention, the maximum of the
number of stage of speed change to shift down which is controlled
by the controller is three of more.
This embodiment is preferable in the automatic transmission having
the large number of forward-traveling stages in which the change
amount in the gear ratio between the adjacent shift stages is
small.
In another embodiment of the present invention, the deceleration
changing mechanism is a generator which is driven by an engine of
the vehicle and capable of generating power for regeneration, the
controller is configured to control a regenerative power-generation
quantity generated by the generator, and the regenerative
power-generation quantity of the generator controlled by the
controller is increased such that the deceleration of the vehicle
is larger when the operational quantity detected by the
operational-quantity detector is larger.
According to this embodiment, the deceleration desired by the
driver can be obtained easily and promptly by using the generator
which can perform the regenerative power generation to cause the
resistance force to decelerate the vehicle.
In another embodiment of the present invention, the deceleration
changing mechanism comprises an automatic transmission which
changes the drive state of the driving wheel and a generator which
is driven by an engine of the vehicle and capable of generating
power for regeneration, the controller is configured to
concurrently control a gear ratio of the automatic transmission and
a regenerative power-generation quantity generated by the
generator, and the gear ratio of the automatic transmission
controlled by the controller is shifted down to a low-speed side
and the regenerative power-generation quantity of the generator
controlled by the controller is increased such that the
deceleration of the vehicle is larger when the operational quantity
detected by the operational-quantity detector is larger.
According to this embodiment, the deceleration desired by the
driver can be obtained more easily and promptly by using both the
shift-down control of the automatic transmission and the
regenerative power-generation control of the generator.
In another embodiment of the present invention, the deceleration
control device further comprises a first determiner to determine
target deceleration in accordance with the operational quantity
detected by the operational-quantity detector, and a second
determiner to determine the number of stage of speed change to
shift down controlled by the automatic transmission and the
regenerative power-generation quantity generated by the generator
such that the target deceleration determined by the first
determiner is obtained, wherein the controller is configured to
perform the shift-down control of the automatic transmission by the
number of stage of speed change to shift down determined by the
second determiner and control the generator so as to generate the
regenerative power-generation quantity determined by the second
determiner.
According to this embodiment, the deceleration can be properly
adjusted at the target deceleration by harmoniously controlling the
shift down by the automatic transmission and the regenerative
power-generation quantity generated by the generator.
In another embodiment of the present invention, the deceleration
control device further comprises a shift gate for guiding a move of
the shift lever, wherein the shift gate comprises a main gate
portion where a parking range, a reverse range, a neutral range,
and a drive range are arranged in series from one-end side of the
shift gate toward the other-end side of the shift gate in order, a
sub gate portion where a manual range and the
deceleration-requesting position are arranged in series, and a
connecting gate portion which interconnects a drive-range position
of the main gate portion and a manual-range position of the sub
gate portion, the main gate portion and the sub gate portion are
arranged in parallel on right-and-left sides, and the
deceleration-requesting position is configured to extend from the
manual-range position toward a parking-range position.
According to this embodiment, the shift gate (a gate panel forming
the shift gate) can be made properly small, and the operability of
the shift lever can be made appropriate.
In another embodiment of the present invention, when the shift
lever is operated toward the deceleration-requesting position, the
shift lever is configured to be held at a current position as long
as the shift lever is not operationally returned.
According to this embodiment, the driver can easily recognize how
much the desired deceleration is requested from a position of the
shift lever which has been operated toward the
deceleration-requesting position.
In another embodiment of the present invention, the operational
quantity detected by the operational-quantity detector includes a
stroke of the shift lever.
Accordingly to this embodiment, the deceleration desired by the
driver can be properly detected in particular.
Other features, aspects, and advantages of the present invention
will become apparent from the following description which refers to
the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic plan view showing an example of a drive
system of a vehicle to which the present invention is applied.
FIG. 2 is a schematic plan view showing positions and moves of a
shift lever.
FIG. 3 is a major-part perspective view showing a structural
example for obtaining swings, in a longitudinal direction and in a
lateral direction, of the shift lever.
FIG. 4 is a schematic side view showing a guide plate and the shift
lever which are located between a P-range position and a D-range
position.
FIG. 5 is a schematic side view showing the guide plate and the
shift lever which are located among an M-range position and
deceleration-requesting positions.
FIG. 6 is a block diagram showing an example of a control system of
the present invention.
FIG. 7 is a flowchart showing an example of a control of the
present invention.
FIG. 8 is a flowchart showing another example of the control of the
present invention.
FIG. 9 is a graph showing a relationship between a stroke of the
shift lever operated toward the deceleration-requesting position
and target decelerations.
FIG. 10 is a schematic side view showing another structural example
in which the guide plate and the shift lever which are constituted
among the M-range position and the deceleration-requesting
positions.
FIG. 11 is a graph showing an example of setting of the stroke of
the shift lever operated toward the deceleration-requesting
positions and a load (reaction force).
FIG. 12 is a graph showing an example of setting of the stroke of
the shift lever operated toward the deceleration-requesting
positions, the load (reaction force), and a shift-down stage.
DETAILED DESCRIPTION OF THE INVENTION
In FIG. 1, reference character 1 denotes an engine, and reference
character 2 denotes a multi-stage (multi-gear ratio) type of
stepped automatic transmission (which serves as a deceleration
changing mechanism to change deceleration of a vehicle). An output
of the engine 1 is transmitted to right-and-left driving wheels 6L,
6R through the automatic transmission 2, a propeller shaft 3, a
deferential gear 4, and right-and-left drive shafts 5L, 5R when a
vehicle travels, being driven by the engine 1. Herein, while the
automatic transmission 2 of a present embodiment is configured to
be a forward 8-stage (1.sup.st speed-8.sup.th speed of gear ratios)
automatic transmission, the present invention is not limited to
this type and any number-stage type of the automatic transmission
is applicable, such as 6-stage, 7-stage or 10 stage.
During vehicle's deceleration, a rotational force of the driving
wheels 6L, 6R is transmitted on the above-described path in a
reverse direction, which provides a state in which engine braking
(a resistance force to decelerate the vehicle) is generated. The
quantity of the engine braking is changeable by changing the shift
stage of the automatic transmission 2. Further, the quantity of the
engine braking is changeable by changing an opening of a throttle
valve of the engine 1.
A generator 7 (which serves as another deceleration changing
mechanism to change the deceleration of the vehicle) is driven by
the engine 1. The generator 7 is configured to be large-sized so as
to obtain a large regenerative force positively. During the
deceleration, the resistance force to decelerate the vehicle can be
increased more by making the generator 7 generate a power in
addition to the above-described engine braking. While changing of
the deceleration by gear-ratio changing of the automatic
transmission 2 is stepwise, the power generation of the generator 7
is changeable continuously (steplessly), so that the deceleration
comprehensively obtained by both the engine braking and the power
generation can be made continuous (substantially continuous).
FIG. 2 shows a gate panel 10 which guides a shift lever, which will
be describe later, of the automatic transmission 2. This gate panel
10 is placed on an upper surface of a center console, for example.
As apparent from FIG. 2, a P (parking) range, an R (reverse) range,
an N (neutral) range, and a D (drive) range are arranged in series
from a forward side to a rearward side in order as respective range
positions. An M range (a manual range, which a specified position
corresponds to) is arranged on a rightward side (a driver's seat
side) of the D range. Deceleration-requesting positions B1, B2, B3
are arranged in series toward the forward side from the M range in
order. A shift-up position is provided in back of the M range.
In the embodiment, the shift lever serves as a kind of switch to
command the gear-range shift, that is, the shift lever commands the
gear-range shift in a fly-by-wire manner where an action does not
mechanically act on an oil circuit of the automatic transmission.
Accordingly, the shift lever operated by the driver is made
extremely small-sized, and a size of the gate panel 10 is small
accordingly. The small-sized gate panel 10 (i.e., the shift lever)
can be arranged at any appropriate place, such as an instrument
panel, so that gate panel 10 is operable by the driver.
A shift control with the shift lever is configured such that when
the shift lever is operated to the deceleration-requesting position
B1, the one-stage shift down (i.e., the move into low gear by
one-gear ratio) is commanded. Further, when the shift lever is
operated to the deceleration-requesting position B2, the two-stage
shift down (i.e., the move into low gear by two-gear ratios) is
commanded. When the shift lever is operated to the
deceleration-requesting position B3, the three-stage shift down
(i.e., the move into low gear by three-gear ratios) is commanded.
These will be described specifically later. Moreover, when the
shift lever is operated rearward from the M range, the shift up for
one stage is commanded.
Gate portions 10A-10D (a gate hole formed at the gate panel 10)
which constitute a shift gate are illustrated in a dash line in
FIG. 2. That is, the gate portion positioned between the P range
and the D range is denoted by reference character 10A
(corresponding to a main gate portion), the gate portion positioned
between the D range and the M range is denoted by reference
character 10B (corresponding to a connecting gate portion), the
gate portion positioned between the M range and the foremost
deceleration-requesting position B3 is denoted by reference
character 10C (corresponding to a sub gate portion), and the gate
portion positioned between the M range and a shift-up requesting
position is denoted by reference character 10D. Herein, the gate
portion 10D is designed so as to stop a retreat of the shift lever,
which is configured to extremely short actually.
Next, portions related to the shift lever will be described
referring to FIGS. 3-5, and this shift lever is denoted by
reference character 20. First, as shown in FIG. 3, a first member
21 which is held at a vehicle body is configured to be rotatable
(swingable) around an axial line L1 which extends in the
longitudinal direction. Further, a second member 22 which is held
at the first member 21 is configured to be rotatable (swingable)
around an axial line L2 which extends in the lateral direction. A
base end portion of the shift lever 20 is fixed to the second
member 22.
A swing around the axial line L2 is a move, in the longitudinal
direction, of the shift lever 20 along the gate portions 10A, 10C
and 10D shown in FIG. 2. Further, a swing around the axial line L1
is a move, in the lateral direction, of the shift lever 20 along
the gate portion 10B.
An upper end portion of the shift lever 20 is operated by the
driver as an operational portion 20a as shown in FIGS. 4 and 5.
Further, a guide pin 20c is slidably attached to a rod portion 20b
which extends from the operational portion 20a and is continuous to
the second member 22.
A guide pin 20c is biased upward by a spring, not illustrated.
Further, the guide pin 20c is configured to be displaceable
downward by a specified degree against a biasing force of the
spring when receiving an external force downward, but its further
downward displacement is restricted by locking. For example, a lock
releasing button 20d to be press-operated is provided at the
operational portion 20a, and the above-described locking is
released by the driver's press-operating the lock releasing button
20d, thereby allowing the guide pin 20c to be displaced downward
greatly.
As shown in FIG. 4, a step portion 11a which protrudes downward
greatly is formed at a portion of the guide panel 11 arranged below
the gate panel 10 which is positioned between the P range and the D
range, and another step portion 11a is formed at another portion of
the guide panel 11 which is positioned between the R range and the
N range. Thereby, the shift lever 20 is configured to be movable
between the D range and the N range without operating the lock
releasing button 20d. Meanwhile, in a case where the shift lever 20
is operated between the P range and the R range, the shift lever 20
is moved in a state where the lock releasing button 20d is
press-operated (where the guide pin 20c is displaced downward
greatly). Further, moving of the shift lever 20 from the R range to
the N range is allowed freely, but its moving from the N range to
the R range is allowed in a state where the lock releasing button
20d is press-operated.
As shown in FIG. 5, engaging recess portions 11c, 11d, 11e are
formed at the guide panel 11 at the respective
deceleration-requesting positions B1, B2, B3. When the guide pin
20c is engaged with any of the engaging recess portions 11c-11e,
the shift lever 20 is held at its position. Some reaction force is
generated so as to give a click (detent) feeling to the driver when
the guide pin 20d comes to be engaged with any of the engaging
recess portions 11d-11e or locking of the guide pin 20d comes to be
released. Herein, the shift lever 20 is moved between the
deceleration-requesting positions B1-B3 and the M range by
operating the shift lever 20 in the longitudinal direction without
press-operating the lock releasing button 20d.
When the shift lever 20 is operated rearward from the M range to
the shift-up position, the shift lever 20 is automatically returned
to the M range by means of a return spring, not illustrated, by
releasing an operational force of the shift lever 20.
The position of the shift lever 20 is detected by sensors S3, S4.
The sensor S3 detects a swing position of the shift lever 20
swinging around the axial line L1. That is, the position, in the
lateral direction, of the shift lever 20, i.e., whether the shift
lever 20 is positioned on a leftward side where the D range exists
or on a rightward side where the M range exits, is determined by
the sensor S3.
The sensor S4 detects the position, in the longitudinal direction,
of the shift lever 20. That is, the sensor S4 detects where the
shift lever 20 is positioned, i.e., which position of the P range,
the R range, the N range, and the D range the shift lever 20 is
located at, in a state where it is detected by the sensor S3 that
the shift lever 20 is positioned on the leftward side. Further, the
sensor S4 determines the M range, the deceleration-requesting
position B1, the deceleration-requesting position B2, the
deceleration-requesting position B3, or the shift-up position (the
rearward swing from the M range) in a state where it is detected by
the sensor S3 that the shift lever 20 is positioned on the
rightward side. Herein, detection of the shift-up requesting which
is executed by the shift lever 20 being operated rearward from the
M range can be performed by an additionally-provided switch.
Next, a control for obtaining the desired deceleration of the
vehicle will be described referring to the shift-down control
according to the deceleration-requesting positions B1-B3, in
particular. In FIG. 6, reference character U denotes a controller
(control unit) which is constituted by a microcomputer. Signals
from sensors S1, S2, additionally to the above-described sensors
S3, S4, are inputted to the controller U. The sensor S1 is a
vehicle speed sensor to detect a vehicle speed. The sensor S2 is an
accelerator opening sensor to detect an accelerator opening (an
engine load). Further, the controller U controls the automatic
transmission 2 and the generator 7.
Next, an example of the control of the controller U will be
described referring to a flowchart of FIG. 7. In the control
example of FIG. 7, changing of the deceleration of the vehicle is
performed only by the shift-down control performed by the automatic
transmission 2. Reference character Qn shows each control step in
the flowing descriptions.
First, it is determined in step Q1 whether or not the current range
is the M range. When the determination of the step Q1 is NO, it is
determined that the shift lever 20 is positioned at any of the P
range, the R range, the N range, and the D range. In this case, the
control in accordance with the range position where the shift lever
20 is positioned is performed in step Q2. Herein, when the shift
lever 20 is positioned at the D range, the shift control of the
automatic transmission 2 is performed based on a shift map where
the vehicle speed and the accelerator opening are set as
parameters, similarly to a conventional control.
When the determination of the step Q1 is YES, it is determined in
step Q3 whether or not the shift-up operation is conducted, that
is, whether or not the shift lever 20 is operated rearward from the
M range. When the determination of the step Q3 is YES, it is
determined in step Q4 whether or not the current shift stage is the
maximum shift stage (the 6.sup.th speed in the present embodiment).
When the determination of the step sQ4 is NO, the shift-up command
for one-stage (one-gear ratio) shift up is outputted in step Q5
(the one-stage shift-up control is performed at the automatic
transmission 2). Further, when the determination of the step Q4 is
NO, the current shift stage, i.e., the maximum shift stage (the
6.sup.th speed), is maintained in step Q6.
When the determination of the step Q3 is NO, it is determined in
step Q7 whether or not the shift-down operation is conducted, that
is, whether or not the shift lever 20 is operated forward from the
M range. When the determination of the step Q7 is NO, the current
shift stage (the current gear ratio) is maintained in step Q8.
When the determination of the step Q7 is YES, a stage number DK to
shift down is determined based on the forward operational quantity
(the stroke according to the embodiment) of the shift lever 20 in
step Q9. That is, when the forward operational quantity of the
shift lever 20 corresponds to its operation to the
deceleration-requesting position B1, the stage number DK=1 is set
so that the one-stage (one-gear ratio) shift down can be performed.
Further, when the forward operational quantity of the shift lever
20 corresponds to its operation to the deceleration-requesting
position B2, the stage number DK=2 is set so that the two-stage
shift down can be performed. When the forward operational quantity
of the shift lever 20 corresponds to its operation to the
deceleration-requesting position B3, the stage number DK=3 is set
so that the three-stage shift down can be performed.
When the shift down set in the step Q9 is performed, it is
determined in step Q10 whether or not the engine speed of the
engine 1 exceeds a maximum allowable speed. When the determination
of the step Q10 is YES, 1 is deducted from the stag number DK
determined in the step Q9, and then a control sequence is returned
to the step Q10.
When the determination of the step Q10 is NO, the command to
perform the shift down by the stage number DK at one time is
outputted in step Q12. In the processing of the step Q12, for
example, in a case of the stage number DK=3 with a current gear
ratio of the 6.sup.th speed, the shift down to the 3.sup.rd speed
is performed. Further, in a case of stage number DK=2 with the
current gear ratio of the 6.sup.th speed, the shift down to the
4.sup.th speed is performed. In a case of the stage number DK=1
with a current gear ratio of the 5.sup.th speed, the shift down to
the 4.sup.th speed is performed.
FIG. 8 shows another example of the control of the controller U,
which corresponds to a processing after the determination of the
step Q3 being YES in FIG. 7. In the present embodiment, when the
determination of step Q21 is YES, that is, when the shift-down
operation is conducted, target deceleration is set based on the
operational quantity of the shift lever 20 in step Q22. The target
deceleration is set, as shown in FIG. 9, such that the target
deceleration is larger when the forward stroke quantity of the
shift lever 20 is larger. While the target deceleration is set like
a liner characteristic in FIG. 9, a nonlinear characteristic such
that an increase rate of the target deceleration is larger when the
stroke is larger, for example, may be applied.
After the step Q22, the stage number DK to shift down for obtaining
the target deceleration and a power generation quantity, i.e., a
regenerative power-generation quantity, RE generated by the
generator 7 are determined in step Q23. While changing of the
deceleration by the shift down is stepwise, the deceleration can be
changed continuously (substantially continuous) by continuously
(continuously variably) changing the power generation quantity of
the generator 7.
After the step Q23, it is determined in step Q24 whether or not the
speed of the engine 1 exceeds the maximum allowable speed when the
shift down is performed by the stage number DK. When the
determination of the step Q24 is YES, 1 (one) is deducted from the
stage number DK and the regenerative power-generation quantity RE
is incremented for compensating this reduction of the stage number
in step Q24. After the step Q25, the control sequence is returned
to the step Q24.
When the determination of the step Q24 is NO, the shift down is
performed by the set stage number DK at one time and also the
generator 7 is performed so that the power generation quantity
becomes the quality RE in step Q26.
FIG. 10 shows another embodiment of the present invention, which is
a modified example of FIG. 5. In the present embodiment, a step
portion 11f which extends downward is formed between the M range
and the deceleration-requesting position. A forming position of the
step portion 11f is set between the deceleration-requesting
positions B1, B2, so that the shift lever 20 cannot ride over this
portion without press-operating the lock releasing button 20c. The
shift lever 20 is biased all the time so as to be returned to a
home position between the deceleration-requesting position B1 and
the shift-up requesting position (a momentary type). Herein, in the
present embodiment, the deceleration-requesting positions B1, B2
are provided only, and the deceleration-requesting position B3 is
not provided (the shift down for the three-stage shift down is not
performed).
When the shift lever 20 positioned at the M range is operated
toward the deceleration-requesting position B1, the shift lever 20
is stopped at the deceleration-requesting position B1, being
engaged with the step portion 11f, as long as the lock releasing
button 20c is not press-operated. When the driver takes a hand off
the shift lever 20, the shift lever 20 is automatically returned to
the M range (the home position). Thus, the operation of the shift
lever 20 is extremely easy when the shift down for the one-stage
shift down, which may be desired often, is requested.
When the two-stage shift down is required, the shift lever 20
positioned at the M range is to be operated to the
deceleration-requesting position B2, press-operating the lock
releasing button 20c. In the case of the present embodiment, the
driver can extremely clearly distinguish the two-stage shift down
from the one-stage shift down.
FIG. 11 shows a setting example of the stroke of the shift lever 20
and a load (an operational reaction force) when the shift lever 20
positioned at the M range is operated toward the
deceleration-requesting position. It is set as a nonlinear
characteristic such that an increase rate of the load is larger
when the stroke is large. Thereby, the shift lever 20 can be
operated lightly (i.e., with a light operational force) when the
shift down with a small number of the shift stage is requested, and
the load is heavier quickly when the shift-down stage number is
larger. Accordingly, the driver can apparently recognize how many
number of the shift stage is requested for the shift down from the
load, i.e., the operational reaction force of the shift lever
20.
FIG. 12 shows a modified example of FIG. 11. Setting of FIG. 12 is
configured such that the load (operational reaction force)
increases stepwise in accordance with an increase of the stroke. In
this case, since a change of the load can be extremely clearly
recognized, the driver can apparently recognize how many number of
the shift stage is requested for the shift down from the load,
i.e., the operational reaction force of the shift lever 20.
While the embodiments have been described, the present invention
should not be limited to the above-described embodiments and any
other modifications or improvements may be applied within the scope
of a spirit of the present invention.
(1) The transmission may be a continuously (steplessly) variable
transmission or a type of transmission in which both a stepped
transmission and a continuously variable transmission are provided
and these two are controlled in a coordinated manner. In this case,
since the gear ratio of the continuously variable transmission can
be continuously variably changed to a low-speed side, the desired
deceleration of the vehicle can be continuously obtained easily.
Herein, even in the continuously variable transmission, the gear
ratio can be changed stepwise to the low-speed side, for example,
in a three-step manner or a four or more-step manner.
(2) The generator 7 may be configured to serve as a motor in a
drive traveling. The vehicle may be a front-wheel drive vehicle or
a four-wheel drive vehicle. Further, the motor may be a drive
source. The deceleration changing can be controlled by adding a
throttle control of the engine 1.
(3) An operational force or an operational period may be applied as
a parameter to represent the operational quantity of the shift
lever 20, not limited to the stroke of the shift lever 20. Further,
the operational quantity may be determined based on any one or
combination of the stroke, the operational force, and the
operational period of the shift lever. In particular, the driver
can intuitively recognize the operational position of the shift
lever (that is, the magnitude of the desired deceleration) by
setting the stroke and the operational force which are combined
such that the operational force is larger when the stroke is
larger.
(4) The detection of the operational force as the operational
quantity can be performed by a load sensor which receives a load
when the shift lever 20 is operated toward the
deceleration-requesting position side. In this case, the stroke of
the shift lever 20 operated toward the deceleration-requesting
position can be extremely small. Likewise, the detection of the
operational period as the operational quantity can be performed by
a switch to detect the operation of the shift lever 20 toward the
deceleration-requesting position. In this case, the stroke of the
shift lever 20 operated toward the deceleration-requesting position
can be extremely small.
(5) While the shift up is generally conducted as the one-stage
shift up, the number of shift-up stage may be set in accordance
with the quantity of the one-time operation of the shift lever 20
similarly to the shift down, like the one-stage shift up, the
two-stage shift up, or the three or more-stage shift up.
(6) The shift lever 20 may be configured to be automatically
returned to the M range by releasing the operational force after
the shift lever 20 is operated toward the deceleration-requesting
positions B1-B3 as a momentary type (a self-return type) between
the M range and the deceleration-requesting positions B1-B3.
(7) The position detection of the shift lever 20 can be performed
by any appropriate means, such as switches which are provided at
respective ranges and deceleration-requesting positions. The
maximum stage number of the shift down which is allowable at one
time may be configured to be two, or four or more. In a case where
the maximum number of forward traveling stage is five, for example,
the maximum stage number of the shift down can be set at a small
number like two, for example. Meanwhile, in a case where the
maximum number of forward traveling stage is a large number, such
as eight or ten, for example, the maximum stage number of the shift
down can be set at 4 or more.
(8) The target deceleration (the deceleration to be achieved) can
be compensated by the road surface gradient. That is, the
deceleration in a case of a down slope can be compensated so as to
be larger than that in a case of a flat surface road, and the
deceleration in a case of an uphill rod is compensated so as to be
smaller than that in the case in the flat surface road. Further,
the deceleration can be compensated in accordance with a relative
speed to a preceding vehicle immediately ahead of one's own
vehicle. That is, the deceleration can be compensated such that the
deceleration becomes large when the relative speed to the preceding
vehicle is high, and the deceleration becomes smaller when an
approaching relative speed to the preceding vehicle is slow or when
a separation relative speed from the preceding vehicle is high.
Moreover, the deceleration which is generated by a normal braking
operation (by a foot brake) of the driver may be learned, and the
deceleration may be compensated such that the deceleration becomes
large when this learned deceleration is larger than a standard
value (the deceleration becomes small when this learned
deceleration is smaller than the standard value).
(9) When the vehicle speed is excessively high (over a speed
limit), a control to obtain the larger deceleration may be
performed even if the operational quantity of the shift lever 20
toward the deceleration-requesting position is the same.
(10) Respective steps or a step group shown in the flowcharts can
be expressed by adding means to names of their functions. Of
course, the object of the present invention includes not only the
clearly-described ones but implicitly includes providing things
expressed as preferable matters or merits.
* * * * *